Internal combustion engine



Aug. 7, 1956 A. H. WINKLER 2,757,651

INTERNAL COMBUSTION ENGINE Filed June 28, 195o 2 sheetS-shee4 1 ry-TI;

Aug. 7, 1956 Filed June 28, 1950 A. H WINKLER INTERNAL COMBUSTION ENGINE Sheets-Sheet 2 INVENTOR.

BY W7 a 7%! 2,757,651 Patented Aug. 7, 195,6

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INTERNAL CoMnUSTIoN ENGINE Albert H. Winkler, Elmira, N. Y., assigner to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application June 28, 1950, Serial No. 170,823

3 Claims. (Cl. 123-52) The present invention relates to internal combustion engines, and more particularly to a multiple cylinder internal combustion engine in which less than the full number of cylinders may be used to deliver power during certain stages of engine operation.

One of the principal objects of the present invention is to provide a multiple cylinder internal combustion engine wherein less than the full number of cylinders may be employed during idling and cruising and the full number of cylinders employed for starting and high power .output and during the warming-up period of the engine.

Another object of the invention is to provide in a multiple cylinder internal combustion engine a mechanism for rendering a portion of the cylinders inoperable during certain stages of engine operation and for rendering said cylinders operable for other stages of engine operation.

Another object is to provide a control mechanism for `the aforesaid engine which is responsive to air ow to the engine and/ or to the movement of the throttle valve.

A further object is to provide a split engine having a control mechanism which is responsive to engine speed, throttle valve position, and air liow to the engine.

A further object is to provide a mechanism for automatically cutting in or cutting out a portion of the cylinders of a multiple cylinder internal combustion engine as the requirements of the engine shift between low and high power operation.

Additional objects and advantages will appear from the following description and accompanying drawings, wherein one specific embodiment of my invention is disclosed. The control mechanism therefor comprising the subject matter of the present invention is not limited to the embodiment disclosed herein nor to any particular type of internal combustion engine, but is understood to be generally adaptable to any conventional multiple cylinder engine. The invention in its broadest aspects contemplates an engine control responsive to air ow to theengine and throttle position which will render the valves for a portion of the cylinders inoperable and consequently render said cylinders inoperable, except during starting, warm-up, and high power output. n

In the drawings, Figure l is a side elevation of a multiple cylinder internal combustion engine showing schematically the several elements comprising the present invention, the position of some of said elements being rearranged to more advantageously show the functional relationship thereof;

Figure 2 is an outline of the induction passage of a carburetor for the engine, together with the air flow responsive device of the engine control mechanism; and

Figure 3 is a diagram of the electrical control system of the present invention.

The present invention may be readily understood by referring to the accompanying drawings, in which Figure l 1 shows a multiple cylinder internal combustion `engine in combination with the present engine control mechanism wherein `numeral 2 designates a conventional kspari: distributor, 4 a carburetor, 6 a spark advance mechanism, ,8 an air flow responsive switch for the split engine control, 10 an accelerating pedal .actuated switch for said control, 12 a speed responsive switch for said `control, 13 a thermostatic switch, 14 a switch actuated -by the gear shift mechanism, and 16 a solenoid mechanism for controlling the operation of a portion of the cylinders in response to the aforementioned control switches. The several switches are connected by leads Vto relays in box 18 which in turn control solenoid mechanism 16. With the exception of the mechanism for rendering a portion of the cylinders inoperable and the control systern for said mechanism, the present engine is a conventional multiple cylinder internal combustion engine. The

the cylinders which .are operable only during starting,

warm-up `and high power output will be referred to as the power cylinders. In the engine shown in the drawings, the normal cylinders are the front three and the power cylinders are the rear three, although kany other suitable arrangement of the power and the normal `cylinders may be used, as for example the cylinders of the two sets may be alternated. The running of the engine on all six cylinders will be referred to as standard engine operation and the running of the engine on .only the three front cylinders will .be referred to as split engine operation.

The tappets or valve lifters and the spark advance mechanism are shown and described in detail and are claimed either alone or in combination with the engine and/or control mechanism in my copending application, Serial No. 751,282 filed on May 29, 1947, now Patent No. 2,652,038. These elements, therefore, will not be described in detail herein.

The tappet mechanism of the power cylinders is directly controlled by two solenoids 20 and 22, shown schematically in Figure 3, arranged diametrically opposite to one another and connected by a reciprocable rod 24. The central portion of rod 24 is connected to the tappet mechanism by a linkage partially shown at numeral 26; further details of the linkage are shown in my above nientioned copending application. Movement of rod 24 downwardly by solenoid 22 renders the power cylinders inoperative for split engine operation and movement of the rod upwardly by solenoid 20 returns the engine to standard operation.

The air ow responsive means 8 consists of a housing 27 divided into two chambers 28 and 29 by a liexible diaphragm 30, chamber 28 being connected by port 31 to the atmosphere, and chamber 29 being connected by a conduit 32 to a venturi 33 of the carburetor induction passage 34, shown only in outline and containing a throttle valve 35. If the carburetor has a plurality of induction passages some of which are solely for the standard cylinders and some solely for the power cylinders, conduit 32 is connected to the venturis of all the induction passages or to the venturis of the induction passages for the standard cylinders. Suitable carburetors for use on split engines are disclosed and claimed in my copending applications Serial No. 751,282, now Patent No. 2,652,038, previously referred to herein, and Serial No. 794,560, filed December 30, 1947, now Patent No. 2,615,440. Conduit 32 contains a restriction 36 and a bleed port 37 opening to an atmospheric vented chamber 38 and controlled by a tapered valve 39 actuated by the movement of the throttle valve through lever 40 and valve stem 41. A switch 42 actuated by suction in chamber 29 consists of a fixed contact 43 and a movable contact 45 connected by levers 46 and 47 to diaphragm 30, which is urged in the direction to close said switch by suction in chamber 29 and in the direction to open said switch by a spring 48 reacting between said diaphragm and the internal wall of said housing. Spring 48 is calibrated to require a predetermined venturi suction for a given throttle position to close said switch. Opening movement of the throttle valve withdraws tapered valve 39 from port 37, increasing the air flow into conduit 32, thus decreasing the effect of venturi suction in said conduit and in chamber 29. Consequently, as the throttle valve is moved toward opened position, a greater air ow to the engine is acquired to close switch 42. When the throttle valve is closed or near closed, or when open to any degree with the engine running slowly, as under heavy load, diaphragm 30 remains in its lower position, as shown in Figure 2, and switch 42 remains open. In part throttle operation, as the air ow through the venturi increases, nearly the full effect of venturi suction is transmitted to chamber 29 to move diaphragm 30 in the direction to close the switch. In wide open and nearly wide open throttle positions, port 37 has been opened a substantial amount by the opening movement of the throttle valve so that the effect of venturi suction as modified by air admitted through port 37 is usually not suicient to close switch 42 nor to maintain it in closed position if it had been closed before the throttle was moved to its wide or nearly wide open position.

Figure 3 shows a circuit plan of an arrangement for shifting the operation between split and standard engine throughout the operating range of the engine. The main circuit for energizing the two solenoids 20 and 22 of tappet control mechanism (not shown) includes a grounded storage battery 50 from which the current ows through lead 52 to ignition switch 54, thence through lead 56 to the winding of relay 58 to ground 60. Completion of this circuit by closing the ignition switch in the conventional manner energizes relay 58 which closes switch 62 and completes a second circuit consisting of battery 50, lead 64, switch 62, lead 66, double switch 68, either solenoid 20 or 22, and the respective grounds therefor 70 and 72. The particular solenoid energized depends upon the energization of one or more of the cooperating control circuits to be presently described.

ln the control circuit for the main solenoid actuating circuit, there are seven separate control elements which cooperate with one or more of the remaining control elements to shift the engine between standard and split engine operation. The mechanism for shifting the operv ation between standard and split engine may be manually controlled by the operation of switch 80 which when in the position Shown is open and renders the remaining control elements inoperative and prevents the solenoids from shifting to split engine, or if on split engine, causes said mechanism to shift to standard engine. When the upper Contact of switch 80 is closed, the engine is at all times in split operation and when lower contact is closed, the operation is automatically controlled and will shift between split and standard as required.

In order to prevent the engine from shifting to split operation before the motor has reached normal operating temperatures. a thermostatically controlled switch 13 is placed in lead 84 through which the current flows to the remaining control elements for shifting the engine to split operation. As the engine becomes warm, switch 13 closes and remains closed as long as the temperature of the engine remains above a predetermined point. The thermostatically controlled switch 13 is preferably located on the cylinder head or in a conduit carrying water from the jacket around the combustion chambers, and is of the snap-acting type which has a differential between off and on positions, i. e. for example a temperature of 130 F. is required to close the switch and a temperature of 120 F. is required to open the switch. It is seen that this thermostatically controlled switch prevents the engine from shifting to split engine operation while the engine is cold and thus prevents an undue load from being placed on the normal cylinders.

While the engine is idling, i. e. when the throttle valve is in closed or substantially closed position, it is preferable to operate on split engine unless the engine is cold, as explained in the preceding paragraph. A switch 86 is actuated by the closing movement of the throttle valve to close the circuit consisting of battery 50, switches 54 and 80, lead 84, switch 13, lead 92, relay 94, lead 96, and ground 98. When this circuit is closed, relay 94 becomes energized and closes switch so that current flows through leads 102 and 104, switch 106, lead 108 and relay to ground 112, energizes relay 110, and completes the main circuit to solenoid 22, thus shifting the engine to split operation. When venturi suction as modified by air from the throttle controlled bleed 37 reaches a predetermined value in chamber 29 (diaphragm 30 moves upwardly in opposition to spring 48 and closes switch 42. The closing of switch 42 completes the circuit consisting of battery 50, switches 54 and 80, lead 84, switch 13, lead 92, relay 94, lead 130, switch 42, lead 132, relay 134, lead 136, relay 110, and ground 112, though preferably this circuit alone cannot energize relay 110 to cause split engine operation. One way of accomplishing this is to provide relays at 94, 110 and 134 which have electrical characteristics such that the voltage required to operate two or more in series would be greater than the maximum line potential of the circuit. By this arrangement, switch 42 would be unable to energize the circuit for split engine operation unless either the speed or throttle controlled switches were also closed.

The operation of the solenoids 20 and 22 is also oontrolled by vehicle or engine speed. The speed controlled switch device 12 for sensing vehicle speed is preferably regulated by a ily-ball governor driven from the drive shaft through the speedometer cable. During operation, when the vehicle reaches a predetermined speed, switch 152 closes, thus closing the circuit beginning with the connection and consisting of lead 136, relay 134, lead 132, switches 151, 152 and ground 153. This circuit will not energize relay 134, however, unless the circuit controlled by switch 86 or the circuit controlled by switch 42 is first closed since the current for the circuit controlled by switch 152 flows from the circuit for energizing relay 110. `After switch 152 has been closed by the governor while either switch 86 or 42 is closed, relay 110 for maintaining the engine on split operation remains energized until switches 86 and 152 have been opened or until switch 106 has been opened, the latter switch being opened by overtravel of the throttle valve lever. The circuit for energizing relay 110 thereafter remains open and the engine remains on standard operation until the throttle valve is moved to closed position, closing switch 86 or until venturi suction as modified by the throttle controlled air bleed in chamber 29 becomes suiciently high to close switch 42 with the closing of either switch 86 or 152. When the engine is on split operation with the throttle valve open, though not in the overtravel position, the engine remains on split operation as long as the speed remains above a certain predetermined value independently of air ow. When the speed decreases to a point below the predetermined rate, switch 152 is opened and relay 110 is de-energized and the engine shifted to standard operation. The return of the speed to a point above a predetermined rate, however, does not again energize relay 110 unless either switch 86 or 42 has been closed.

Switch 151 which is controlled by the gear shift mechanism of the vehicle prevents the control mechanism from shifting the operation to split engine regardless of speed attained by the engine during some particular gear selec tion, such as low or second gear. In the arrangement shown, however, closing of throttle actuated switch 86 causes the engine to shift to split operation. This control means operated by the gear selecting mechanism is described and claimed in my copending application Serial No. 174,289, led July 17, 1950.

Some of the controls included in the present system are optional and may be omitted in some installations without seriously affecting the operation and control of the engine. For example, the speed controlled switch 152 could be omitted and the lead connecting lead 132 to said switch merely grounded. With this arrangement, closing of either switch 42 or 86 would shift the engine to split operation unless switch 151 were open. Further modifications of the control system are possible without causing any substantial overall change in the operation of the present engine.

Although only one embodiment of the invention has been illustrated and described, various changes in the form and relative arrangements of the parts may be made to suit requirements.

I claim:

1. In a control mechanism for a multiple cylinder internal combustion engine having at least one normal cylinder for both split and standard engine operation, at least one power cylinder for only standard engine operation, and an induction passage with a throttle valve for sai-d cylinders: a means responsive to air flow in said induction passage for shifting the engine between standard and split operation, an air bleed connected to said means for continuous communication and a valve responsive to throttle position for regulating said bleed between minimum and maximum flow position.

2. A control mechanism for use in a control system of an internal combustion engine having at least one normal cylinder, at least one power cylinder, and a carbu retor with a venturi and a throttle valve, comprising an electrical switch adapted to be connected into said system for shifting said engine between standard and split operation, a chamber having a movable wall, a means connecting said wall to said switch, a spring urging said wall in the direction to open said switch, a conduit connecting said chamber with the throat of said venturi, a passage connecting ,said chamber with an air bleed for said chamber for modifying the effect of venturi suction therein and a tapered valve actuated by movement of said throttle valve for controlling said bleed.

3. A control mechanism for use in a control system of an internal combustion engine having at least one normal cylinder, at least one power cylinder, and a carburetor with a venturi and a throttle valve, comprising an electrical switch adapted to be connected into said system for shifting said engine between standard and split operation, a chamber having a diaphragm forming one wall thereof, a means connecting said diaphragm to said switch, a spring urging said diaphragm in the direction to open said switch, a conduit connecting said chamber with the throat of said venturi, a passage connecting said chamber with an air bleed for said chamber for modifying the effect of venturi suction therein, and a valve actuated by the movement of said throttle valve for controlling said bleed.

References Cited in the file of this patent UNITED STATES PATENTS 1,201,055 Jones Oct. 10, 1916 2,010,960 Pogue Aug. 13, 1935 2,091,924 Harmon Aug. 31, 1937 2,125,066 Cox et al. July 26, 1938 2,166,968 Rohlin July 25, 1939 2,186,043 Rohlin Jan. 9, 1940 2,201,381 Mallory May 21, 1940 2,250,814 Rohlin July 29, 1941 2,315,183 Bicknell et al Mar. 30, 1943 2,315,912 Udale Apr. 6, 1943 2,341,257 Wunsch Feb. 8, 1944 2,377,566 Mallory June 5, 1945 2,384,693 Olson Sept. 11, 1945 

